Boeing has a lot to be worried about. I blame the whole McNerny era when Airbus ran circles around Boeing forcing the substandard MAX upon us. Sounds like real cultural rot at Boeing. Mullenberg may not be the real culprit, but he is an overpaid company man, when now, an outsider is needed to save t...
Jump to postHow long will the 797 be? -6 at 48m and -7 at 53m? Wingspan of 48m? I believe Boeing already suggested the length for the smaller variant would be about 180 ft (55m) and a larger (-7) at 200 feet (61m). But that was at least a few months ago (I forget the source?). These lengths make sense for a 7-...
Jump to postThankfully this Frankenstein-ish stunted MAX aircraft is finally getting the scrutiny it deserves! No mass produced airliner that will be flying in 2050 should have patched kludges like MCAS and force pilots to turn off perfectly working electric trim to deal with an anarchic manual trim wheel becau...
Jump to postTotal pipe dream... The problem is not just the sonic-boom or even engines which need to be all new and efficient...so nobody will make them for a low production aircraft. Cost for development and certification will ovewhelm even larger OEMs. This SST concept has Stratolaunch written all over it...b...
Jump to postInteresting aircraft, but even if Paul Allen were still with us -- this Stratolaunch concept would have gone nowhere. Air launched satellite boosters have proved both technically and economically infeasible... ...Sorry Pegasus, you will be gone soon too, Pegasus worked, but also should never have be...
Jump to postIndeed. I think there's (for some reason) an attempt to confuse the issue by turning to attention from, say, airplane engineering skills to solely pilot skills (both could be questioned here) and by repeating ad nauseum. And making everything very simple. If only you flip a switch... NOT realising ...
Jump to postYes something is wrong with Boeing's safety culture. For the Max, it equivalent to Chevrolet still making the 1955 Chevy Bel-Air... ...Stretching it, putting in a modern engine, some fancy electronic gauges and anti-lock brakes...But never really moving off the same old 1950's era chassis, steering ...
Jump to postI don't think we can make conclusions from his somewhat hyperbolic statement. I think if you ask the 737 pilot community at large they are quite confident the 737 will fly again, but of course, nothing is a certainty in life. I'd estimate the odds of the 737 flying again are 99% or better. Sure, th...
Jump to postI would agree with you - but ET302 should never have happened as this was a known issue by then. I find it very telling that the ET investigation keeps getting delayed. I have no evidence - but I won't be surprised that an independent investigation shows that ET was possibly remiss in not notifying...
Jump to postA well trained crew should have been able to diagnose an electric trim issue and turned it off - even if they had never heard of MCAS. But there was nothing wrong with the electric trim. The problem was with sensors, MCAS or other issues. Why should the electric trim be turned off when it is in goo...
Jump to postThe obvious answer... Nobody really wants s new commodity single isle aircraft. Just re-enigining older designs provides almost all the efficiency of something new...and avoids all the re-training of pilots, maintenance people...and capital costs. That being said...anything based on 1960s era aircra...
Jump to postThey won't do it -- all hypothetical and unrealistic to begin with....But if the 737 were never to be sold again -- Boeing would go on as a wide-body producer for the next decade, making 787's and 777's quite profitably while developing an all new 737 replacement. That being said...after seeing what...
Jump to postThe grounding should not be lifted when just a new MCAS software patch is installed. Any flight manual or training that requires the electric-trim system be powered off when nothing is wrong with it -- e.g. the problem is some sensor or software, is unacceptable. Powering off a properly working trim...
Jump to postCuriousflyer wrote:I think The Towering Inferno is a great movie to watch again in order to better understand what is happening with those crashes.
No, they didn’t take control, they merely thumbed clicks of electric trim. They were supposed to turn off stab trim and use the wheel. GF Well -- why should they have to turn off the electric trim which was likely working fine...to fix a bad sensor other unrelated problem. So a engine that is too b...
Jump to postNo certification should occur, nor should the grounding be lifted...if it is still required to turn off a perfectly good electric trim system to fix an unrelated software or sensor problem Nobody should have to crank an old fashioned trim wheel while flying without protection from an aerodynamicaly ...
Jump to postA lot depends on the industry reaction to the whole MAX debacle. If 737 starts losing orders or carriers rethink their delivery schedule, then all bets are off. NMA may get stuck on the back-burner while B figures out its single isle strategy. How smoothly B re-introduces the MAX does matter... We a...
Jump to post85% of persons on this thread is convinced that MCAS took part in these accidents, however MCAS is not the main reason. It gave the final blow, but the main reason is; according to me, the lack of climbing power. And on this subject i do not see many posts... Lay off the bourbon or whatever you are...
Jump to postThis whole process of completely turning off electric trim with the cutout switches lays bare the flawed MAX flight controls.. So a trim system working perfectly well gets disabled and you revert to an archaic manual trim wheel because of an FCS that does not use redundant AOA or air data. The MCAS ...
Jump to postSummaries of and some quotes from the Ethiopian CVR have been leaked to the New York Times. Nope. Just a anonymous report from an air traffic controller Right its not CVR but its interesting. Notes: -did not climb correctly. Much too low. Cant be MCAS in that phase -pilot was panicking 3-4 minutes ...
Jump to postNo, the aircraft should not be grounded at this point...We still don't know what happened to the Ethiopian Max -- nor do we have the final report on the Lion Air crash in Indonesia. However, if it is determined that both incidents are related, then yes, perhaps a grounding may be necessary. But for ...
Jump to postI doubt very much that Boeing is making any money off the 747-8 line at a rate of 6 frames per year. I'm sure they gave UPS a bargain deal for the freighters which is keeping keep the line open. B obviously did not spend near as much developing the 747-8 as A spent on the A380... the engine is almos...
Jump to postI also thought that this year would be the last for A320neo production, 2020 at the latest. Very little point of low-rate production of an oddball model for years to come. It's possible to produce some end of model-type aircraft and store them for up to a year...like Boeing has done with 747-8 model...
Jump to postI'm no expert, but it's hard to characterize the GTF's issues based on what I've read in Tech Ops. On GTF the N2 shaft rotation speed is not ground breaking, it is similar to what was on the IAE V2500 series... Yes, but Pratt did not use or even start with the V2500 core for the GTF...I'm sure for ...
Jump to postDidn't GE already buy all the IP / supplier of PW's gear technology? I'd love Boeing to launch 797 with an exclusive GE engine, until 2030 at least, a mixture of LEAP with CMCs and the GTF tech they bought for 45-55k thrust. They did. I'm sure Pratt would have patent protection so they would licenc...
Jump to postAnd with the close GE partnership, the engine could be on the test rig the day they launch. Boeing has learned a lot from the 787 and it different company today and they are serious about taking back the dominant role in the airliner market. Boeing launched the 777X in 2013. It will not be delivere...
Jump to postHmmm...Launch now in 2020. That means entry in service likely would be closer to 2027. The last 767 passenger and 757's will be mostly gone by then. Trouble singing up launch customers? Or maybe waiting out a A321XLR and forcing Airbus hand?...Newer A321 versions do not make sense if delayed much l...
Jump to postActually EK is unlikely to cancel any orders, since they are so dependent on the A380...this may be negotiation tactics to get better pricing or at least a minor engine upgrade. If A380 production eventually stops in the next few years... I would hope that EK can top off their orders and abandon the...
Jump to postHmmm...Launch now in 2020. That means entry in service likely would be closer to 2027. The last 767 passenger and 757's will be mostly gone by then. Trouble singing up launch customers? Or maybe waiting out a A321XLR and forcing Airbus hand?...Newer A321 versions do not make sense if delayed much lo...
Jump to postLongtime Boeing customer NH is splitting its NB order Max and NEO...Another hint to B that a new single-isle will have to come soon after NMA.
Max is good for new orders a few more years, the some fleet refills...then a new NB is needed to be on offer about 2025.
The larger ones are basically 762/763 sized. 50K engines for a 763 sized plane doesn't seem that far out in terms of a thrust range - given you can get up to 62K engines on those. I believe the original RFP on the NMA is for 45K engines anyways. Given the business case may not be all that great for...
Jump to postA long way to the stars for the Starship I guess.
And I don't imagine there will be any hopping by the Star-Hopper any time soon.
But, once an airliner is at cruise speed and altitude, most drag is coming from skin friction, over half, and this design won't help -- it could make it worse with the lower support struts. Quick, somebody e-mail the chumps at Boeing - they must have somehow overlooked this aspect of the design.......
Jump to post... At the same time, asking for funds for an all new bomber? IMHO KC-46 is corporate welfare with origins in the post-2001 Congress wanting to do something to help Boeing deal with the post-911 drop in airliner orders. Up to that point USAF were projecting KC-135 had enough airframe life to last t...
Jump to postNot the first time we have seen this concept...but it is impractical for a modern airliner. This design allows a higher aspect-ratio wing and lower weight for induced drag reduction,...and maybe even some laminar flow on the wing. But, once an airliner is at cruise speed and altitude, most drag is c...
Jump to post10 frames is a bit much just for one month (for an internal Boeing delivery). Can you provide reference material? bt See delivery info below...10 tankers delivered -- all on 21-December or later, if you look at the December delivery report... http://www.boeing.com/commercial/#/orders-deliveries I h...
Jump to postBoeing reported delivering 10 KC-46's in December...Sounds suspicous to me! Did the USAF accept 10 tankers? I wonder if this is just accounting flim-flam? Maybe the B commercial side delivering them internally to the B military side for accounting purposes...just to make their yearly delivery numbers.
Jump to postBy the time the 748 AF1 is obsolete -- probably in Mad Max Capt. Walker fashion ...
https://www.youtube.com/watch?v=K-fhgFHDsIM
...In our dystopian Beyond Thunderdome world -- AF1 will be like this...
https://www.youtube.com/watch?v=Ov2ErYiFemg
So no KC-46 delivery? Maybe Monday, New Year's Eve? Puget Sound area has extra three hours in 2018 relative to Pentagon in DC, could help...
...Or could we be waiting for months as further glitches are worked off (and new ones discovered) ??
Only the front section of the B-52 is pressurized. There was a pressurized pod for the lonely tail gunner...until it was removed. The wing goes right through the middle of the fuselage too. So you can't replace bombs with passengers. There is a good reason why all modern airliners look practically t...
Jump to postMost definitely a DC-8 because of the nose air-intakes.
Has CFM56 engines -- so a DC-8 dash-70 series. Unique wingtip fences.
I don't know the carrier, perhaps a head of state?
Not a chance of ever moving the 748F flight deck and floor up, down. back or front, The current upper deck floor is required for fuselage structural integrity. Changing it would require a massive engineering effort, recertification...and would be massively expensive...billions of dollars. Note that ...
Jump to post2. On the 737-Max -- MCS goes even further and applies trim nose-down in the low-speed, high AOA flight regime because the flight control system, and the stab, may not have the authority for the pilots to adaquetly recover from this situation when a stall approaches. So does the STS in the 737NG. N...
Jump to postYes, and actually the 737 program may have gone more than one step too far. As an example, Pitch Stability... 1. On the 737NG, The STS applies Trim Nose-down automatically even in Manual flight when thrust is increased.during low-weight and/or back loaded CG situations -- because the bigger more pow...
Jump to postAny word on how the fairing recovery attempt went? Bad, but maybe good news... https://twitter.com/elonmusk/status/1069679948103847939 "Falcon fairing halves missed the net, but touched down softly in the water. Mr Steven is picking them up. Plan is to dry them out & launch again. Nothing ...
Jump to postI actually thought a retrofit latch was done for A320 nacelles to help notice and avoid this problem (if the latch is the issue here)...Perhaps I heard wrong.
Jump to postThere's a good chance Boeing will stick with the Yoke. Some other thread on A-Net here said that if Boeing started using the Stick they would somehow be "proving Airbus was correct" If that is the case...then Boeing incorporating Fly-By-Wire (first on the A320) was also "proving Airb...
Jump to postInterested to see what Boeing does if a 797/NMA is launched. My bet is no yoke, but maybe some kind of joysticks with joystick-shaker -- also electronically coupled so they move together...Perhaps moving with autopilot on, so B can keep its basic philosophy intact and be as compatible as possible wi...
Jump to postThis whole ideal that you have... 1) Auto-flight 2) Manual flight but semi-auto features, e.g, STS and MCAS 3) Fully manual flight - when you use the frickin cut-out switches!...causing what flight envelope consequences? This defeats the whole B philosophy of not overriding pilots' full control duri...
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